Ford

Ford Motor Company was incorporated in 1903 and rapidly grew into a major force in the fledgling automobile industry. The Ford Model T, introduced in 1908, revolutionized the mass-production of affordable automobiles. Key to its huge production was Ford's pioneering use of the moving assembly line. In 19 years, Ford manufactured more than 15 million Model Ts. By 1927, the Model T was losing sales to more modern cars from other companies, so Ford replaced it with the more competitive Model A, producing four million Model As in just four years. In 1932, Ford became the first auto manufacturer to offer an affordable V8-powered car. In the meantime, Ford entered the luxury market by purchasing the Lincoln Motor Company in 1922, and started the mid-priced Mercury brand in 1939. Ford added the sporty Thunderbird to its lineup in 1955, and 1964 saw the introduction of the best-selling Mustang. Ford also introduced the exotic GT-40 in 1964, and the GT-40 would go on to win the 24 Hours of Le Mans four straight times from 1966 through 1969. In 2004, directly inspired by the GT-40 race car, Ford began producing a modern version of the Ford GT. At the other end of the spectrum, Ford entered the sport compact market with the affordable, high-performance SVT Focus in 2002. Ford introduced its first gas-electric hybrid in 2005 with the Escape Hybrid SUV.

1956 Ford F-100

Ford’s F100 truck series was a hit in 1953 but didn’t really hit its stride until the 1956 model – the best-looking and most powerful version of Ford’s classic workhorse. Maybe it was the new grille. Or that wraparound windscreen. Fans of the blue oval had the optional V8, too, which boosted the F100 to a respectable 167 horsepower, plenty of power for a hard-working vehicle. The F100 went through additional revisions but, for Ford truck connoisseurs, the 1956 model remains a high point.

1966 Ford GT40 Mk II

Few American race cars have found (or so rightly deserved) such international acclaim as the GT40 MkII, which in and of itself was an international collaboration between Ford’s Advanced Vehicles division and chassis constructor Lola of the UK. Ford had seen success with the Shelby Cobras, but a feud with Ferrari, combined with a lack of endurance racing success in the prototype class, meant that money flowed into FAV/Lola to design a world-beater. The original GT40 was a promising concept that was not up to snuff on the track, being fragile and unstable at speed, so Ford called on Carroll Shelby once again to help perfect the design. Fitting a lightened 427 V8 derived from their NASCAR program and shoring up the weak gearbox that plagued the MkIs, the GT40 finally flourished as a racer. Far and away the fastest vehicle on the straights, the only way the Ferraris could beat the GT40 was to hope they broke down first. In 1966, however, it was the high-strung Ferraris who failed. To be fair, out of a total field of 13 GT40s, only three survived to finish the race—but those three crossed the line first, second, and third for a complete sweep of the podium. The GT40 gave Ford a dominating win at the toughest motor racing event on earth, rightly earning a place in the history books as well as your garage.

1966 Ford Lotus Cortina

One of the first “race on Sunday, commute on Monday” factory cars, the Lotus Cortina built its reputation on the track and in people’s daily lives. Henry Ford II assigned Lotus’ Colin Chapman the task of building a Ford that was performance inspired and could give Ford some racing credibility. The Cortina did so in triplicate, winning rally and touring car championships right and left and being driven by the likes of Jim Clark. The Cortina provides a peppy 0-60 time of just under 10 seconds and adroit cornering, partially in part to its dainty 2,060 pounds of weight. Without doubt, credit needs to also be given to its 115 horsepower, which are generated by a twin-cam 1.6-liter four-cylinder with thirsty and throaty sounding dual-Weber carbs. While this car can carry four people in relative comfort, it is most happy when being revved high and thrown into a corner with full gusto.

1969 Ford Mustang Boss 302

The 1969 Boss 302 is a legend of Trans-Am racing, built by Ford to compete against the scourge of GM victories. It was driven by the likes of Parnelli Jones and temporarily turned the tables in Ford’s favor in the 1970 season. This free-breathing old school V8 was capable of much more than controlled terror in a corner; in fact, it was downright sporting. Car & Driver Magazine called it “the best handling Ford to ever come out of Dearborn.” It may have been rated at 290 horsepower, but everyone knew upon driving it there were much closer to 400 ponies under the hood. With less than 2,000 built in 1969, the Boss 302 is the perfect competitor in any race of American steel.

1973 Ford Capri RS3100

The Capri is perhaps one of the most European-looking cars Ford ever produced. That might be because Ford designed the car for the European market in an attempt to reproduce the success the Mustang saw in America. The Capri was broadly accepted and for years was available with a variety of powerplants to increase appeal to different audiences. In America, the Capri was marketed by the Mercury division as “the sexy European.” Its long sloping nose and fastback coupe rear were a form that resembled the Mustang but also fit the form of popular Japanese coupes of the era. With its spry 3.1 liter motor in this homologation model, the RS3100 will get the jump on similarly-classed cars. Dieter Glemser and fellow German Jochen Mass both won European Touring Car Championships in Capris, thus proving their adeptness to the track.

1975 Ford Bronco

When Ford introduced the Bronco in 1966 the goal was to compete with the Jeeps and International Scouts that dominated the off road vehicle market. Ford went all-in and designed the Bronco from the ground up, although the axles and brakes were from the 4x4 F-Series. The result was a capable ORV that was simple and functional. By 1975 the Bronco was struggling for market share, partially in part to its more car like design and a lack of power compared to the competition from GM and Mopar, by 1977 the Bronco was remade, larger and more truck like, and the original became an instant classic. Ready to wheel its way into your heart or into any backwoods, the original Bronco was “built Ford tough” long before the marketing slogan ever existed.

1977 Ford Escort RS1800

With a storied history in rallying and a body style that’s ripe for race replica paints (or whatever style you like, really), the 1977 Ford Escort RS1800 should prove as desirable in Forza Motorsport 5 as it is by Ford enthusiasts and collectors in real life. Begun in 1975, the RS1800 used the legendary Cosworth 1.8L BDA engine – capable of a healthy 115 horsepower – and powered its way to multiple rally wins and a couple of World Championships.

1978 Ford Mustang II King Cobra

There’s a snake in the grille, instead of a pony, because this isn’t your ordinary Mustang II. It’s the King Cobra, the fanciest version on offer in the heady days of the late 1970s, when automotive visual flair was at its wildest. Available in a number of bold colors with bright red pinstripes, a huge hooded cobra menacing onlookers from the power-blistered hood, and the large “King Cobra” script on the tail and doors, there’s no mistaking it for anything else on the road. The sporty looks continue to the “lacy” pinstriped alloy wheels and the “5.0” badge on the hood bulge. The 302 cid V8 exhales through a pair of chrome exhaust tips poking out from under the ducktail spoiler on the trunk-lid. There are few cars that get you in the mood to pop in a period 8-track and rock out like the King Cobra. But if you’re not feeling nostalgic about the ‘70s performance, rummaging around in the garage will present numerous options for making this snake more vicious.

1985 Ford RS200 Evolution

Whether it’s their unreal performance, the dangerous racing, or their early demise, Group B racers hold a special place in the minds of motorsports enthusiasts. One of the most promising, controversial, and ultimately unfulfilled of the Group B cars is the RS200—a design that never was able to fully show off its potential. Early non-Evolution models struggled against their competition in the highly competitive class, but the Evolution model represented here may have changed the tide, had Group B not been cancelled. The RS200 had a role in the cancellation, too—a series of disastrous accidents involving the car helped convince the governing body to reign in the series. While its history is muddled, as a vehicle the RS200 Evolution is brilliant, with staggering acceleration and tenacious grip provided by the highly complex all-wheel drive system. The polarizing bodywork, designed by Ghia, has aged well and makes this icon hard to mistake. Like any homologation special, its performance is exotic for the street but not as wild as the competition-spec cars—while quite fast and balanced, those seeking a taste of the full potential of the chassis can visit the Upgrade Shop.

1987 Ford Sierra Cosworth RS500

You really can’t have too many spoilers. The Sierra RS500 Cosworth has two, and they’re hard to miss. That’s ok though, because this Cossie has enough get-up to need them. A limited production, beefed-up homologation variant of the already formidable Sierra RS Cosworth, its 2-liter engine inhales nearly 11 PSI of boost to produce 224 horsepower — stock. Because the RS500 was always intended to be raced in the World Touring Car Championship, the engine had a couple of nifty tricks that meant someone with the tuning knowhow could easily unlock the 500-plus horsepower capability of the engine. A second set of fuel injectors were unused on the road version, but activating them and turning up the boost would deliver nearly the same power as the race-prepped variant, which was virtually unstoppable in WTCC racing. In fact, the RS500 is the reason that a lower horsepower limit was imposed on WTCC cars to level the playing field. Interestingly, Ford farmed out construction to Tickford-based Aston Martin. Externally, the only clues that this is the rare RS500 version are a few discreet badges and a second lower spoiler beneath the whale-tale. Exceedingly rare (the “500” in the name is the number produced) and very fast even in normal spec, this is a truly special Ford.

1992 Ford Escort RS Cosworth

The Escort RS Cosworth is a wolf in sheep’s clothing. And that’s not just in reference to its pedestrian name and rally pedigree—under the skin, it’s not an Escort at all. The chassis is really a revision of its predecessor, the Ford Sierra RS Cosworth (that’s a good thing, as the Sierra is a fantastic performer in its own right). It wasn’t even really built by Ford; Cosworth handled engine development and assembly, and Karmann (famous for their coachbuilt Volkswagen specials) made the bodywork and put the whole shebang together in Germany. This may all sound cobbled together, but rest assured that the result was anything but. All-wheel drive and a powerful motor (sporting a massive turbo pulled off of the nusto Ford RS200) gives the “Cossie” performance almost as aggressive as its looks, distinguished by a huge “whale-tail” spoiler and more gills than a school of sharks. All that grip and grunt was worthy of a competition rally car, which it nearly was—the purpose of the road-legal Escort RS Cosworth was to homologate the Group A racer, which racked up eight victories over a storied career. Victory is sure to follow wherever the Cossie goes in-game, as its poise and balance (let alone the traction provided by the AWD system, or the thrust provided by the boosted motor) make it a complete joy to drive hard. It’s no wonder the Cossie has achieved legendary status the world over.

1993 Ford SVT Cobra R

This was the last of the Fox-body Mustangs and, in its Cobra R dress, the most rare. Only 107 SVT Cobra R models were produced. What’s the difference between a standard Cobra and the R? Well, the both have the same 5.0-liter V8 with around 235 horsepower, and until you look closely you might think the R was only a standard Cobra ravaged by thieves. No back seat, no radio, no air-conditioning and no sound-deadening material; these were all removed to save weight. With adjustable Koni shocks and bigger brakes, the R’s lap times show a huge difference over its more pedestrian cousin, the standard Cobra. The Fox-body Mustang would go into a well-earned retirement in 1994, having represented as the blue oval pony car for nearly half the overall lifetime of the Mustang model.

2000 Ford SVT Cobra R

Is the fourth-generation Ford Mustang Cobra not quite enough of a performer for you? SVT decided not, and in 2000 pushed the limits of factory Mustang development with the Cobra R, a track-day monster that is can barely contain its punched-out 5.4-liter version of the standard Cobra engine under the power-bulged hood. SVT helped the big motor ingest air and fuel with revised intake manifolds, and exhaust gasses were accelerated out of the engine through larger valves and then into a freer-flowing “x-pipe” style dual exhaust system. The numbers speak for themselves—385 horsepower allow for a 0-60 mph time of just 4.4 seconds, making it the fastest Mustang to leave the factory up to that time. Fast is only part of the story, because SVT also spent significant engineering time making the Cobra handle better, utilizing very stiff suspension and a large rear wing to keep the Cobra R planted—the car’s ability to pull nearly a full lateral G on the skidpad attests to the success of the suspension tune. Huge binders also allow the Cobra R to scrub speed before entering a turn, a necessary feature for a competition car. Overall, it’s a track-focused Mustang that has few rivals, then or now.

2003 Ford Focus RS

There’s nothing “boy racer” about this RS (Ralley Sport) Focus; it’s the real deal. In an era where rally-influenced cars are regularly seen on city streets, the Focus RS delivers in a big way. This RS can name drop with the best of them: Sparco seats, Quaife differential, Brembo brakes, and, best of all, a big Garrett turbocharger. The bang for your buck starts here with more than two-hundred horsepower and plenty of grunty, low-end torque. The RS also looks the role but in ways that speak louder than a few plastic adornments. The car’s wide stance lets you know it means business and interior details like drilled pedals and a big aluminum shift knob top off a sweet package, that sadly was only available in Europe in 2003.

2005 Ford GT

Point the Ford GT’s low-slung snout down the immortal Mulsanne Straight at the Circuit de la Sarthe, crack open the throttle, and as the supercharged 5.4-liter V8 begins to howl consider how well the GT embodies the spirit of the original Ford GT40 while existing as a modern supercar famous in its own right. When Enzo Ferrari snubbed Henry Ford II’s attempt to buy the Italian company, instead of getting mad, Ford got even. The Ford GT40 was his answer, and with American ingenuity and muscle won the 24 Hours of Le Mans three times, infuriating Ferrari in the process. For Ford’s 100-year anniversary, the new GT was developed in just 16 months by SVT Engineering with input from Carroll Shelby, pioneering new construction techniques in the process while at the same time distilling all of the gorgeous styling DNA of the original into a contemporary design masterpiece. Forget about all that and slide behind into the cockpit studded with race-inspired gauges and toggleswitches, and the GT’s combination of breathtaking power and poise on the limits prove that it’s a mid-engined monster that won’t misbehave on the track.

2009 Ford Focus RS

Ford’s Rallye Sport division is their European rally racing arm, and it is under RS’s expert team that the Focus RS was developed. Ford had been racing their first-generation Focus RS in WRC racing, and when the replacement car hit the streets (in Europe, but not in North America, where the old Focus held out until the third-generation car was released) a new RS WRC version was created. The success of that version, and the lessons learned from its development, have trickled down to one of the most extreme hot hatches to see street duty. From the bonkers inline five cylinder motor, turbocharged to produce 300 horsepower and 325 ft-lbs. of torque, to the wild exterior that looks more at home on a special stage than a grocery parking lot, the Focus RS is a serious driving machine. It’s also front-wheel drive, not all-wheel drive, which is not the performance liability it sounds due to a couple of very trick technologies. First, there’s an advanced limited slip differential that reduces torque steer. Then, there are “Revo-Knuckles,” a new type of lower control link that further minimizes the twisting effect common in front-drivers. There are few hatchbacks, front-drive or not, that can match the RS’s competence on track or its fun-to-drive factor.

2011 Ford F-150 SVT Raptor

Say hello to your rear view mirror's worst nightmare. The Raptor is essentially a factory built pre-runner race truck with suspension to match its under-the-hood muscle. Slide it, jump it, whatever you like, it just begs for more. This monster is ready for battle.

2011 Ford Transit SuperSportVan

The SuperSportVan is the latest creation in a long-standing series of Ford-built custom transit vans dating back to 1971. The first one, the Transit Supervan was based on the Ford GT40 and could reach 150 mph. A later version, the 1984 Supervan II, was built with a Cosworth racing engine and hit a speed of 178 mph at Silverstone. The 2011 Ford Transit SuperSportvan is a bit tamer and dons Le Mans bonnet stripes and an eye-catching livery on the outside. Inside is the 3.2-liter, 198-horsepower Duratorq TDCi engine taken from the much larger Transit Jumbo. What’s the point? It’s a one-off design to show that Ford engineers can have fun too, and it was unveiled at the 2011 Commercial Vehicle Show in Birmingham, UK. It also presents a vast canvas for designs and further customization for Forza Motorsport 5 fans.

2013 Ford F-150 SVT Raptor Shelby

As if the Special Vehicle Technologies group hadn’t done enough to make the Raptor something special, leave it to Shelby to turn this beast into a monster. Once the Shelby group gets a hold of one of the 500 trucks that will earn the Shelby badge, they dig deep and pull 575 horsepower out of the already potent 6.2-liter V8. On the intake side, that power comes from a 2.9-liter Whipple supercharger and a huge Whipple intercooler, then it exhales through a Shelby/Borla exhaust. Of course each truck is embossed with decals noting the lineage, but they will be hard to read through all the dust being dispersed as the Shelby Raptor does its thing.

2013 Ford Focus ST

Among hot hatches the Ford Focus has become not only a reliable commuter, but its styling cues have caught the favor of many who might otherwise swear by imports. A hearty rally history doesn’t hurt your reputation and given the success of the Focus in rally, it may as well run for public office. Under the hood the Focus ST delivers a punch that will keep you in your seat and handling that might make you think its rear-wheel drive. That punch comes from a 247 horsepower, EcoBoost, 2-liter turbo, and the handling from an inspired chassis tune and torque-steer compensation system. Ford has brought to the table not only a competitor for the hearts of JDM and Euro owners but a force to be reckoned with among compact cars.

2013 Ford Shelby GT500

Harkening back to the form of the infamous Eleanor, the new Mustang GT500 is classic muscle in a modern package. This is a production Mustang that will do more than 200 miles per hour straight off the showroom floor. Thanks to 662 supercharged V-8 ponies under the hood, at the time of its release it was the most powerful U.S. production engine ever. This kind of power may seem excessive, but it is relatively tame when driven with prudence and even achieves fair mileage figures. Obviously anyone who buys a GT500 is not looking for a little savings at the pump, its purpose is about what your right foot can accomplish. Less than 12 second quarter-mile times, 0-60 in 3.5 seconds and the exhilaration of so much force pushing you back in your seat you may have to enhance your workout just to hang on. Straight line fun may be its forte, but give the GT500 its due at any road course as well.

2014 Ford Fiesta ST

Ford has been achieving great success with its lineup for one reason in particular: it has been listening to car enthusiasts. The design of the Fiesta ST reflects the things car lovers want. The fact the Fiesta has seen outstanding success in rally racing hasn’t hurt either. Styling is aggressive and sporty, taking cues from racing, such as the high-mounted rear spoiler and a low center of gravity. The Fiesta is loads of fun to drive, thanks to its 197 horsepower eco-boost engine and electric power-assisted steering. Off the line, the Fiesta ST is more than peppy, it’s downright fast, and through corners the lack of understeer will inspire confidence. Steering is quick and responsive and, despite being front-wheel drive, its tail can be pushed out with a little help from a heavy foot. Take a few turns in the smaller of Ford’s hot hatches and you will agree Ford has been doing the right thing.

2015 Ford Mustang GT

It’s been fifty years since this American automotive icon was introduced and effectively changed the domestic car market. The Mustang has been many things to many people and, through its many evolutions, it has been many things unto itself. Since the introduction of the more classically shaped Mustang in 2005, a rebirth of the Mustang took place. Now, ten years later, with a search for global-viability factoring in to the Mustang’s redesign, we still see the classic form but with some tweaks that distinguish this ‘Stang as something new. Under this new skin nearly every inch of the 2015 Mustang has been reengineered for efficiency, reliability, and performance. Under its aluminum hood, in between aluminum fenders that together offer 200 pounds of weight savings, the new V8 (in GT models) brings more than 400 ponies under the command of your right foot. Rear-wheel drive is a precious commodity the Mustang has always cornered the market with, and the new Mustang is happy as ever to light up the rear wheels, get tail-happy, or just delight you with its tendency for oversteer. Most of all though, this is a Mustang, and the passion that lights in the soul of Mustang lovers is reason enough to make it a favorite.